Locomotive cab support



L. L NEEBE ETAL LOQOYMOTIVVE CABSUPPORT Filed Dec. 30, 19 38,

ZZZ-nud- INVENTORS L L. N255:

\X/. A. 5 Hanan ATTORNEY 7 Patented July 15, 1941 LOCOMOTIVE CAB SUPPORT Lawrence L. Neebe, Woodbury, and William A. Bardsley, Oaklyn, N. J.

Application December 30, 1938, Serial No. 248,538

2 Claims.

This invention relates generally to locomotives and more particularly to an improved cab support.

Various types of cab supports have heretofore been proposed and used, but the same have been deficient either structurally or functionally or in some instances have been excessively costly.

It isan object of our invention to provide an improved cab support that is relatively simple and economical in construction and yet has appreciable flexibility together with being highly rugged and-easily applied to the boiler structure such as the rear sheet and frame of the fire box. In one aspect of the invention, we have accomplished the foregoing object by utilizing structural shapes and plates peculiarly formed and related so as to be readily adapted to a locomotive in a manner that-is conducive to ruggedness and simplicity.

' viewed in the direction of the arrow A in Fig. 2,

and

Fig. 4 is a transverse section taken on the line 4-4 of Figs. 2 and 3.

In the particular embodiment of the invention, such as disclosed herein merely for the purpose of illustrating one specific form among possible others that the invention might take in practice, we have conventionally shown in Fig. 1 a locomotive having a cab I mounted upon my improved cab support generally indicated at 2. The cab support includes a plurality of vertical supporting elements, specifically three in number, generally indicated at 3, 4 and 5. Each of these elements comprises a pair of structural angle irons 6 and 1, Fig. 2, arranged in T-formation with a rearwardly extending plate 8 disposed in the stem of the T and secured thereto by welding or riveting as may be desired. The supports 3, 4 and are suitably bent or curved as shown in Fig. 4 to conform to the general contour of a back head sheet 9 and a water space frame Ill. The supports may be easily and sufficiently accurately bent by individually bending the angle irons 6 and 1 prior to their assembly with the horizontal cantilever supporting plates 8. The vertical T-supports are then suitably secured to and spaced from the sheet 9 by suitable spacing washers and stud bolts l I, Fig. 4.

provided with stifiening angle irons H.

The cantilever plates 8 are of equal length and have their lower edge inclined upwardly from the lower end of the vertical angle irons to the outer or rear ends of the plates. A transverse angle iron l4 connects said outer ends of the various plate supports 8 to form a rear transverse edge of the cab support. To not only strengthen the upper edge of the cantilever plates, but also to provide a greater bearing surface for a plate metal deck I5, we provide angle irons generally indicated at it along each side of the upper horizontal edges of the plates 8. Also, the lower diagonal edge of the plates is These diagonal angle irons terminate as shown in Figs. 3 and 4 in relatively short angle iron foot pieces [8 which are specifically shown as resting against the water space frame H3, although such foot supports can bear against any other suitable part of the locomotive boiler.

To. aid in maintaining the cantilever supporting plates '8 in rigid, spaced relation to each other, as well as to provide an intermediate support for the deck plate l5, we provide horizontal angle irons l9 abutting against the sides of the vertical plates, although the outermost angle irons 20 are supported at their inner ends only against plates 8 while their outer ends terminate freely.

If desired, any suitable opening such as 22 may be formed in the deck plate 15 to permit steam, water or other pipes to pass through the floor. In this case usual elements such as a brake valve pedestal is supported on the deck plate which is reinforced by an angle iron 23 connected to angle irons 20 and IS. A diagonal angle iron brace 24 is connected to angle iron 20 and to the rearwardly diagonally extending angle iron ll of support 5. The other end of the cab support is preferably not provided with a diagonal support corresponding to 24 for the reason that there is no v heavy operating element to support at that point.

As shown in Fig. 2, the inner edge of deck plate I5 is cut out as at 26 to conform to the rear sheet 9, and is also cut out as at 27 and 23 to receive the vertical angle irons B and I.

From the foregoing disclosure it is seen that we have provided a relatively simple and yet highly rugged cab support which may be readily applied to the fire box structure of the boiler without requiring special fitting, inasmuch as any irregularities of the fire box structure can be readily compensatedv for by easily bending the vertical angles 6 and l or by employing the spaced relation between these angle irons and the rear plate 9. This improved cantilever cab support also allows for suflicient flexibility both vertically and laterally so as to minimize excessive strains on the various elements created by vibration of the locomotive.

It will of course be understood that various changes in details of construction and arrangement of parts may be made by those skilled in the art without departing from the spirit of the invention as set forth in the appended claims.

We claim:

1. A locomotive cab support comprising, in combination, a plurality of vertically extending flanged structural members of substantially uniform cross-section throughout their length, said,

flanged members being laterally spaced and separate from each other and each having provision for being removably supported at their upper end to a fire box structure which has a substantially vertical surf-ace terminating at its lower end in a water space frame, rearwardly extending cantilever structural members respectively secured to said vertical members, flanged structural members respectively extending diagonally from the respective outer ends of said cantilever members to the lower ends of said vertical members, said diagonal members being of substantially uniform cross-section throughout their length; the vertical, cantilever and diagonal members of the respective groups thereof forming individual inabutting engagement with the lower portion of the fire box, bolts for securing the upper ends of said vertical members to said fire box, and a deck plate supported on the upper edges of said cantilever members.

2. A locomotive cab support comprising, in combination, plurality of vertically extending flanged structural members of substantially uniform cross-section throughout their length, said flanged members being laterally spaced and separate from each other and each having provision for being removably supported at their upper end to' a fire box structure which has a substantially vertical surface terminating at its lower end in a water space frame, rearwardly extending cantilever structural members respectively secured to said vertical members, flanged structural members respectively extending diagonally from the respective outer ends of said cantilever members to the lower ends of said vertical members, said diagonal members being of substantially uniform cross-section throughout their length; the vertical, cantilever and diagonal members of therespective groups thereof forming individual integral removable units which by being supported at the upper ends of said vertical members are biased horizontally inwardly at their lower portions into abutting engagement with said vertical surface of the fire box structure adjacent said water space frame and said units constituting substantially the sole support for the underside of the cab, means for supporting the upper portion of said vertical members in spaced relation to the fire box while the lower ends of said vertical members are bent to have said abutting engagement, bolts for securing the upper ends of said vertical members to said fire box, and a deck plate supported on upper edges of said cantilever members.

LAWRENCE L. NEEBE. WILLIAM A. BARDSLEY. 

